Railway traffic controlling apparatus



J. W. LOGAN, JR

Filed Feb. 23, 1940 RAILWAY TRAFFIC CONTROLLING APPARATUS July 15 lm H M 2 w a T y .0 J m W M w w m w/ m 4 HE @010. S u 8i 2 n W m m w a a w f M mm .m A-- M 5 U 3 5 W m a m w w m @Lm 6 m m M n a U D ifi w 2/, m m EW- O QM. if m m 4T U M 9 @w W n m m V 0 w m T Q mg T 9 U D M m i 2 9 56m #7? /0 w y 5 36 mwflwwwm 0 @P w w p Patented July 15, 1941 RAILWAY TRAFFIC CONTROLLING APPARATUS John W. Logan, Jr., Forest Hills, Pa., assignor to The Union Switch & Signal Company, Swissvale, Pa., a corporation of Pennsylvania Application February 23, 1940, Serial No. 320,241

15 Claims.

My invention relates to railway traific controlling apparatus of the class wherein traflic governing means located on a locomotive or train is controlled by energy received from the trackway and the supply of energy from the trackway to the train is governed by trafiic conditions in ad- Vance of the train. More particularly, my invention relates to the train-carried portion of such apparatus.

Generally speaking, train-carried apparatus of the above-mentioned class is utilized at the present time primarily to supplement wayside signals governing train-s operating on a stretch of trackway by providing in the cab of such trains signal indications corresponding to the wayside signal indications. As is generally known, wayside or block signal systems are employed to maintain certain spacings or distances between successive trains on a stretch of trackway, and in the usual type of such systems, the trackway isdivided into successive adjoining track sections or blocks each of which is provided adjacent its entrance end with a wayside signal. These signals are controlled by track circuits or other devices so as to display danger or stop signals at different points along the trackway in the rear of a train, to indicate the points beyond which a following train should not proceed, at least not without care and at a low speed. Also, suchsignals generally are controlled to display one or more types of cautionary indications'at points some distances in the rear of the stop signal in order that the engineman of a following train' might be Warnedof such stop signal and so be prepared to stop the train prior to reaching such signal.

It is inherent in such systems that the signals must of necessity be arranged to provide a, restrictive indication at a point sufiicientlyin the rear of an occupied block or other danger condition to enable the brakes of a train requiring the greatest distance in which to stop, to bring such train to a stop short of the occupied block. This, then, requires that all trains be provided with a restrictive indication at the point determined by the braking'distance of the train most diificult to stop, even though trains of different classes might be capable of stopping in relatively shorter distances and hence could operate safely at unrestricted speeds for considerable distances. As a consequence, the capacity of a track might be limited unnecessarily due to the spacing of trains on the track based upon the fixed and arbitrary braking distances of trains most diflicult to stop, rather than upon the actual braking distances of the trains operating over the stretch In view of the foregoing and other important considerations, it is an object of my present invention to provide novel and improved railway trafiic controlling apparatus incorporating means wherewith the. spacing of trains on'a stretch of track may be controlled in accordance" with the actual braking distances of such trains.

Another object of my invention is the provi sion,in' such traflic controlling apparatus, of adjustable means'for enabling such apparatust'o be employed for controlling each one of a plurality of different classes of railway trains in a different manner dependent upon the braking characteristics of the particular class of trains controlled. g

An additional object of my invention is the provision, in traffic controlling apparatus of the class mentioned, of novel and improved means for providing a precautionary warning to advise enginemen that a brake application will be necessary unless the speed of the train is reduced prior toentering a block section in advance.

A further object of my invention is the provision of novel and improved trafiic controlling apparatus of "the type mentioned and incorporating speed responsive means for modifying the control of a'train-carried governing device in accordance with the speed at which the train is operating. v I

In order to achieve the above-mentionedand other important objects and characteristic features of my invention which will become readily apparent from the following description, I provide train-carried apparatus selectively respon sive to each form of trackway energy received from the track rails of a stretch of trackway to which trackway energy of distinctively different characteristics is supplied in accordance with traffic conditions in advance, a train-carried governing device controlled to one or another of a plurality of distinctive conditions by such apparatus, and means for selectively determining which of the conditions of the device shall be controlled by such apparatus in response to the different forms of energy received from the rails'of the trackway, the last-mentioned means being adjustableto conform the conditions of the governing device to the different braking characteristics of various classes of trains; Ad-' ditionally, 'I provide speed responsive means which when combined with the various elements just mentioned, cooperates with the trackway energy responsive apparatus carried by the train" to modify the condition to which the governing device is controlled in accordance with traflic conditions in advance.

The invention further consists in the parts, and in the arrangement and combination of the parts, which will be set forth more fully hereinafter.

I shall describe one form of apparatus embodying my invention, and shall then point out the novel features thereof in claims.

In the accompanying drawing, Fig. 1 is a graphical representation showing a braking-distance curve for each of three typical classes or railway trains, and also showing the relationship of such curves to a stretch of railway track over which operate trains of each of the represented classes. Fig. 2 is a diagrammatic view illustrating a preferred form of railway traffic controlling apparatus embodying my invention. Fig. 3 is a diagrammatic view showing on an enlarged scale a portion of the apparatus represented in Fig. 2.

It is a recognized fact that trains may be classified in accordance with their authorized maximum speed and the braking distances requiredto bring such trains to a stop from such maximum speeds. Generally speaking, railway trains may be conveniently divided into at least the three distinct classes of passenger, short or' light freight, and long or heavy freight trains. Due to the differences in braking equipment, speed, weight, length and other similar factors, trains ofi each of the named classes require different distances in which to be stopped from their respective. maximum speeds by a full service application of the brakes.

In order better to illustrate and describe the functioning of the apparatus embodying my invention, I have represented in Fig. 1- a typical braking-distance curve for each of the classes of trains-mentioned above. Curve aof Fig. 1 represents a typical braking-distance curve which. illustrates the manner in which a full service brake application brings a passenger train from its authorized maximum speed of 80 miles per hour to; astop curve b represents a typical braking-distancecurve which illustrates the manner in which a full service brake application brings a short. light-weight freight to a stop from its authorized maximum speed of 50 miles per hour; while curve 0 represents a typical braking. distance curve. which represents the; manner in which: a full service brake application stops a long heavyfreight operating at a maximum speed of 50. miles per hour. From an inspection of these; curves, it is readily apparent that apas.- senger train- (class a) requires approximately 5.500feetv iniWhiCh'tO stop; a Iightfreight (class 1)) train requires approximately 4,500 feet to be stopped; whereas a heavy freight (class 0) requires approximately 9',000, feet in which to come toa stop. It can be seen, therefore, that if each of the classes of trains were signaled alike, suchtrains: would require a. restrictive indication at a point some 9,000 feet in the rear of an occupied passengerand' light freight trains could operate at unrestricted speeds for considerable distances and still be brought toa stop short of the occupied. block.

Inasmuch as the distance required to stop a, train: by a brake application is a function of the;

train speed, I propose as a convenient and practicable method of signaling trains, to provide in formation relating to the necessity of braking such trains when such trains are operating at a speed in excess of their permissible speeds as determined by the braking-distance curve for such trains under the particular trafiic conditions in the block being traversed. In a five-indication signaling system, for example, a first distinctive indication, which I shall term a clear indication, may be employed to indicate that no braking is necessary in the block being traversed and will not be necessary in the next block; a second distinctive indication, which I shall term a brake next indication, may be employed to indicate that although braking is not necessary in the block being traversed, it will be necessary in the block next in advance unless the speed of a .train is reduced in the meantime to a value below that indicated as being permissible at the exit end of the next block by the braking-distance curves for such train; a third distinctive indication, which I' shall term a brake indication, may be employed to indicate that the train is operating at a speed in excess of the speed permitted by its braking-distance curve at the exit end of the section being traversed and that braking is at once necessary to bring such train down toits permissible speed; the customary restricting aspect may be employed as a fourth distinctive indication to denote that the train istraversing the section next in the rear of an occupied section and should be prepared to stop prior to' entering the next section; and the customary stop aspect may be employed as a fifth distinctive indication to indicate that the train is traversing a block occupied by another train. It can be seen that in a system of the class just discussed, the less restrictive aspects of the signal, that is, the clear, brake next and brake aspects, are controlled not only by trafficconditions-in advance of the train but also bythe speed at which the train is operating, whereas the more restrictive indications, i. e. the restricting and the stop aspects, are controlled solely by trafiic conditions in advance since the speed at which a train is operating ordinarily does not alter the procedure called for by the rules of operation when such aspects are displayed. It should, however, be noted that speed control. of the aspects is based upon the brakingdistance curves, so that if the previously mentioned classesof trainsare signaled in a different manner, the control established for each of the classes of trains will vary in accordance with their respective braking-distance curves.

i one or another of a plurality of different control conditions in accordance with the particular one of the diiferent classes of trains which such device is assigned to control. Such governing devices may, for example, be cab signals of the customary and well-known form. It is contemplated. to control such cab signals in a manner such that the cab signals alone function to control: the movements of the trains, with wayside signals being utilized solely to mark the entrances of each signal block section and being controlled to indicate only whether such sections are occupied or unoccupied. In other words, the wayside signals associated with the trackway no' longer indicate trafiic conditions in advance of the associated sections, but rather function solely as block signals to indicate whether or not the associated block is'occupied.

Referring again to Fig. 1, the reference character X designates a stretch of railway track which is divided in the customary manner into a plurality of successive adjoining track sections DE, E-F, etc., the points of division shown preferably dividing the stretch into sections or blocks each having a length indicated by the distance scale of the graph of Fig. 1. As indicated by an arrow in the drawing, trafiic on track X normally operates in the westbound direction, or from right to left as viewed in the diagram.

Each of the sections represented in Fig. 1 is provided adjacent its entrance end with a wayside signal, designated by the reference character S. These signals may take any one of several suitable forms, but preferably are two-position dwarf signals.

The several signals shown in Fig. 1 are represented in the conditions to which they are controlled in response to the presence of a train W in the extreme left-hand section DE. Signal S located along track X at E is represented as displaying its stop aspect, while the remaining signals are represented as displaying their proceed aspects. The wayside apparatus which controls the wayside signals of Fig. 1 is not illustrated in the drawing since it forms no part of my present invention, but such apparatus usually will be controlled through the medium of the customary and well-known track circuits each responsive to the presence of traffic on its associated section, to control the associated signal to a stop indication when such section is occupied and to a proceed indication when such section is unoccupied. The wayside signals of Fig. 1 accordingly function as block signals to indicate traffic conditions in the associated section only, and hence do not function as has been the customary practice heretofore, to indicate traili c conditions in advance of such sections.

Each section represented in Fig. 1 also is provided with suitable trackway apparatus for supplying in accordance with traflic conditions on the stretch, the rails of the section next in the rearwith oneor another of a plurality of different forms of trackway energy. Such trackway apparatus is not illustrated in Fig, 1 since it forms no part of my present invention, but such apparatus may take any one of many suitable forms such, for example, as are employed in what is termed six-block signaling, capable of supplying each of six sections lying immediately to the rear of an occupied section with a different form of trackway energy. For example, the trackway apparatus provided for each of the sections may be arranged so that under the traffic conditions illustrated in Fig. 1, the rails of section EIF are supplied with alternating trackway energy which is coded or periodically interrupted at a first dis-' tinctive rate; the rails of section F-G are supplied with alternating trackway energy coded at a second "distinctive rate; and similarly the rails of sections 'G-H, HJ, J-K and K-L, respectively, are supplied with alternating trackw'ay energy coded at a third, fourth, fifth and sixth distinctive rate. It is to be understood, of course, that my invention is not restricted to use in connection with coded trackway energy supplied at different individual rates, but that composite, combined, mutilated, group, or other characteristic types of trackway energy may be employed, the characteristic features being that the six sections next in the rear of an occupied block are each supplied with a different form of trackway energy.

In connection with a stretch of railway track provided with trackway apparatus of the class mentioned, I provide suitable train-carried apparatus receiving energy from the rails of the trackway and controlling a train-carried governing device to one or another of a plurality of different conditions in accordance with the form of 'trackway energy received and the condition of suitable selecting means incorporated into such apparatus.

A preferred form of train-carried apparatus embodying my invention is shown in Fig. 2. Referring now to Fig. 2, the reference character MR designates a train-carried master relay which is connected through the medium of the usual amplifier A with a pair of train-carried receiving coils 3 and 4, which coils are carried as is the usual practice in front of the first pair of wheels of the locomotive and which coils are disposed in inductive relationship with the track rails l and la of the stretch of track.

The reference character DT designates a decoding transformer having the' usual center tapped primary winding 6, a portion of which is supplied over contact 89 of relay MR with unidirectional current which fiows through the winding in one direction from a suitable'source, such isa battery not shown but having its opposite terminals designated by the reference characters B and C, and the remainder of the primary winding is supplied over contact 8l0 of relay MR with unidirectional current which flows through the winding in the opposite direction.

Transformer DT further comprises a secondary winding 1 which supplies energy to each of a plurality of decoding relays DRI' to DRY, inelusive.

A first decoding relay DRI is supplied with energy from secondary I of transformer DT through the medium of an associated decoding unit DUI, and similarly relaysDR2, DB3, DB4, DB5 and DRE are supplied with energy from :secondary l of transformer DT through the medium of decoding units DUZ, DUB, DU Z, DU 5 and DUB, respectively. The details of construction of the decoding units arenot shown in the drawing, but such units usually comprise a rectifier and a reactor condenser tuning unit tuned to resonance at a frequency corresponding to the frequency at which it is desired that its associated decoding relay be energized. Ishall assume thatthe decoding units DU are so designed that relay DRS is picked up in response to energy of the form received from the rails of the block next in the rear of an occupied block; that relay DB5 is picked up in response to the energy received from the rails of the block second in the rear of an occupied block;

and similarly that relays DB4, DB3 and DRE are picked up in response to the form of energy received from the rails of, respectively, the blocks third, fourth, and fifth'in the rear of an occupied block. Relay DRI I shall assume to be energized in response to energy received from those blocks six or more blocks in the rear of the next occupied block. Each decoding relay DR! to DB6 accordingly is energizedwhen and only when trackway energy coded at its particular code frequency is received from the rails of the traclcway, and such relays are released whenever trackway energy of another frequency is received from the track rails.

Decoding relay DR 1 is connected to secondary of transformer DT through the medium of a rectifier R and as a consequence is supplied with energy whenever master relay MR is responding to energy received from the rails of the trackway. Relay DR! accordingly functions as a code detecting relay to detect whether or not master relay MB is following coded energy received from the trackway.

The reference character CS designates a train-carried governing device, here shown as a five-indication cab signal comprising five visual signal units Ll to L5, inclusive. Signal CS is selectively controlled, in a manner to be made clear presently, by the decoding relays DB in accordance with the form of trackway energy received from the rails of th stretch and the condition of suitable selecting means provided for the apparatus.

The reference character SL designates one form of selecting means which may be incorporated into the apparatus hereinbefore described and functions to modify, in accordance with the condition of such selecting means, the control established by the trackway energy responsive means over the governing device CS. As shown, the selecting means SL comprises an adjustable member or lever movable to one or another of three different positions one for each of the heretofore assumed three different classifications of trains. The selector lever SL is provided with contact elements which may be mounted on a rotatable drum (see Fig. 3), and which are selectively moved into circuit-controlling positions in accordance with the position of the lever, which positions are designated in Fig. 2 as a, b and c, respectively, to correspond to each of the three assumed classes a, b and c of trains.

It is to be understood, of course, that while the setting of the contact elements of the selecting means is herein shown as being controlled by a manually operable lever SL, such control may, if desired, be controlled either manually or automatically through the medium of power. For example, compressed air such as is used in the braking systems of trains might be employed under the control of a manually operable control valve to move the contact elements of the selecting device into the particular desired positions of such contact elements, or suitab e control apparatus selectively responsive to different pressures might be utilized to con trol the movement of such contact elements automatically in response to the different brake pipe pressures such as are used in controlling freight and passenger trains. That is to say, passenger trains ordinarily have difierent brake pipe pressures than do freight trains, hence automatic control of the setting of the selecting means might be established through the medium of suitable pressure responsive control apparatus subjected to the brake pipe pressure and connected to move the contact elements of the selecting device to one position or another in accordance with the pressure existing in the brake pipe.

The contact elements of lever SL function to selectively interpose one or another of the signal units of signal CS in energizing circuits controlled by the decoding relays DR, in a manner to be pointed out an detail presently. At this. time, however, it might be pointed out that the contact elements of lever SL function to control the aspects displayed by signal CS by connecting together two or more terminal. wires 43 to 58,

inclusive, which terminal wires will be referred to in more detail presently. In. the a position of lever SL, in which it is illustrated in Fig. 2, it can be seen that contact elements 64 to H, inclusive, occupy a position wherein such elements are in engagement with one or another of the referred to terminal wires. Referring to Fig. 2, it is evident that when lever SL is in its a position, contact element 64 of lever SL engages and connects together terminal wires 43 and 44; contact element 65 engages and connects together terminal wires 45, 46 and 41; contact element 65- engages terminal wire 48 and is connected by a jumper wire 60 tocontact elements t8 and 153; contact element 6'! engages and connects together terminal wires 49, 50, 5| and 52; contact element 68 ngages terminalwire 53; contact element 69 engages terminal wire 54 and is connected by a jumper wire 52 to contact element 7!; contactelement 1!! engages and connects together terminal wires 55, 56 and 51; and contact element H engages terminal wire 58.

In the 11 position of selector lever SL, it is readily apparent that contact elements 12 to 15, inclusive, are moved into engagement with terminal wires 43 to 58, inclusive, and that contact elements 64 to H, inclusive, of selector lever SL are moved out of engagement with such terminal wires. With selector lever SL moved to its b position, contact element 12 engages and connects together terminal wires 43 to 48, inclusive; contact element 13 engages and connects together terminal wires 49 and 50; contact element 14 engages and connects together terminal wires 5! to 56, inclusive; and contact element 15 engages and connects together terminal wires 51 and 58.

If, new, selector lever SL is moved to its 0 position, then contact elements 12 to 15, inclusive, are moved out of engagement with terminal wires 43 to 58 and contact elements 15 to 82, inclusive, are moved into engagement with such terminal wires. In the 0 position of selector lever SL ccontact element 16 engages terminal wire 44 and is connected by a jumper wire Bl to con- :tact elements 11, 19 and BI; contact element 11 engages terminal wire 46; contact element 18 engages and connects together terminal wires 41 and 43 and is connected by a jumper wire 83 to contact elements and 82; contact element 1'9 engages and connects together terminal wires 50 and'5l; contact element engages and connects together terminal wires 52, 53 and 54; contact element 8| engages terminal wire 55; and contact element 82 engages and connects together terminal wires 56, 51 and 58.

The reference character ES designates a speed responsive device such for example as a circuit controller comprising a plurality of speed controlled elements !5, l6, l1 and I8, connected in any suitable manner as through the medium of a shaft l9 indicated by a dash line, to an axle of the locomotive. The speed controlled elements l5, IS, I! and I8 of device ES are associated respectively with decoding relays DR5, DB4, DB3 and DB2, and each speed controlled element is operated in response to the speed at which the train .is travelling to engage different contact segments at different speed ranges of the train. The various speed ranges at which the several speed controlled elements-ofdeviceIES engage:

their associated cont-actsegments may be designed and selected to form diiferent circuit-controlling contacts in accordance with'any desired braking-distance curve or to fit any predetermined set of conditions, but in order toagree with the particular requirements of' the three classes of trains hereinbefore assumed, I shall assume-- that the device ES is designed to provide speed control in acoordancewith the braking-distance curves represented in Fig. 1.

Referring once more to Fig. 1; it is apparent that if the diagram of the stretch oftrack-X may be assumed to be of the same-scale asthe distance portion of the graph represented in Fig; 1, then the'speed permitted at the-exit endof each of the sections represented'in-Fig; l-may' readily be determined for each of the 'three classes of trains by referring to the braking -dis=' tance curvesa, b and c. From an inspection of the curves of Fig. 1; it is readily apparent that trainsof class a are permitted a maximumspeed of approximately 52 miles per'h-our attheexit end of section F-G (separatediromthehext occupiedbloch by'one unoccupied block); that class 1) trains are permitted a maximum speed.

of 32 miles per hour at this point; and that'class trains are permitted a maximum 'speedof but Since, as was 22 miles per hour at this point. pointed out heretofore, speed'responsive element 15 of device ES is associated with decoding re'-' lay DB5, these two are adaptedto exerta control governed jointly by the speed'of the train and the form of trackway energy received, from the rails of the section (F'-G) separated from" the next occupied block by only one unoccupied section. Accordingly, the contact segments associated with element of device ES are shown in Fig; 2 proportioned in accordance with the several speed ranges as determined by. the curves shown in Fig. 1 at the exit end of section i. e., 0-22; 22-32 32-52 and 52-maximum.

In determining each of the 'rnentioned speed ranges, the higher limit of such ranges represents a speed determined by one or another or the braking-distance curves shown" in Fig. 1, while the lower limit represents the next lower speed determined from such curves; 22-32 speed range represents the range of speed of the train in which a contact segment of devicement' I5 are represented in Fig; 2 as comprising a first segment 28 engaged by the speed responsive element IS in the 0-22 miles per hour' range, a second segment 2| engaged'in the 22-32 miles per hour range, a third segment 22 engaged in the "32-52 miles per hour range, an'da fourth segment 23 engaged in the 52-90 miles per hour A maximum speed of 90 miles per hour range. has beenassumed in order to permit a reasonable variation of speed over thea'ssumedmaximum authorized speed of 80 miles per hour for class 11 trains.

The various'speed ranges at which the contact segments associatedwith the'other speed responsive elements l6; l1 and 'l8"of device ES are en.- gaged' by such speed" responsive elements mayb'e Thus, the

derived from an inspection of names a, b and c 01 Fig. 1; it beingnoted first that elements 6; I

' and I 8 a're associated respectively with d'ecoding relays-DRE; DR3 ar-1d DB2 and h'ncesuch -e1e'-' ments are'ada'p'ted' to cooperatewith such relays to" provide speed co'ntrol aswell astraffic control of 'the-aspects-displayed bysignal CS whilethe train traverses section's -G--H; H'J and J -K; respectively; In addition; it should bnote'd-that the '-brake next indication -of signal 3 CS "rel-ates to the speedpermitted atthe exit endoftlie bloeknext-in-advance. of the block being-traversedfand as a -result the various speedranges in which th'e brake i next i indication is displayed wliil the train traverses sections G-I-I, HJ 'and'-J--K are* determined-by the speeds permitted -bythe braking-di'stance curves at the exi'tend of the sectionsnext in 1 advance-- of -'such-- sections; or" sections- F G, -GH" and I-lT-J; respectively- Asa-"fur ther. exampl 'of the =m'anr1er o'f determi-n-ing the. speed ranges- 0f the' contact segments of device ES, it -mightbe noted-that the speedranges-"of': the k contact segmentsassociated with speedre sponsive element- 1 6 are proportioned; accordi ance with 'the hereinbefore=-assumed cl'asses and brakingdistance cur-vesoftrains, to provide speed frangesdtermined by thespeeds' perniitted by the braking-distance-curves represented" in Fig. let theexit-endsof both'secti'on's l -G and Hence,-'-- such contact segmentsare de sig-ned to provide 0-22 and-22-32 speed' rangesg I determin'ed by the permissiblespeeds of classes b and-r: trains l at the exit end ofsection -F*'"G'; 32-34 speed range-determinedby the permissible" speed of class 0 trains at the exit end of seetion s-n a i-sz speed range determined 'by theipermissiblespeed ofclass-'a-trains atthe' exit endof section F"G'; and- 54-73-and 73-maxi-muni spedi ranges-*-determined -by the'--'permissible" speed of class a trains at the exi-t end-of-sectionG-E" I t-*is believed that the various-speed'ran'ges at. which the remainderof the speed responsiveele-i' ments' of device-ES 'engage' their several 'asso .ciatdcontact segments -m'ayyreadily be te mined from" an inspection" of cur ve's". a, b and "c of Fig. 1 taken in connection'wit-h"the"foregoin'g description of the "determi-nati'0n"of 'Isuch speed ranges -'-for speed responsive elements i 5 -and I61 For convenience; however; I have listed th'e 'speed ranges of the various contact f'segm'ents associated-' with thef'speed responsiveelements of 'deviceFS" in the-following table 3' o tact S eed res onsi eele Q p p V meat segment.

Each of'the Contact segments 20"to,35,'inclu sive; of device ES'is connected "to adifierent one of" thepreviously"mentioned terminalwires 58 to 43, inclusive, '(see Fig. 2);

In 'explaining the "operation of the apparatus r embodying myin'ventiomlshall refer toi class a, V

band'c trams, indi'c'ati'ngiin each case that the train-carried apparatus embodying my invention is conditioned by the selecting means to provide the proper signal indication 'for the particular class of trains named. For example, when speaking of class a trains it will be assumed that the selector lever SL occupies its a position, for class b trains it occupies its 1) position, and forclass trains it occupies its 0 position.

I shall assume first that a train provided with apparatus embodying my invention and hereinbefore described is traversing a section at least six blocks removed from an occupied section, as for example, section KL with section D-E occupied in advance. When a train traverses such section, the train-carried coils 3 and 4 receive from the rails trackway energy of the form which causes decoding relays DRI and DR'I to be picked up. 7 This is the condition in which the apparatus is illustrated in Fig. 2, and in this condition of the apparatus, cab signal CS is caused to display its clear aspect by virtue of an energizing circuit for signal unit LI, which circuit may be traced from terminal B through front contact 36 of relay DR'I, front contact 31 of relay DRI, and the filament of signal unit L| of signal CS to terminal C. Irrespective of the speed and class of the train signaled, all trains are provided with a clear indication when decoding relay DRI is picked up since, as is readily apparent from an inspection of the curves of Fig. 1, a brake application is not required in the block being traversed or in the block next in advance to bring a train moving at or below its maximum authorized speed to a stop short of the next occupied block.

When, however, the train traverses section J- -K and receives the form of trackway energy which causes relays DB2 and DR! to be picked.

up, then cab signal CS is caused to display its clear aspect to trains of classes a and b irrespective of their speed and to class 0 trains when trains of the latter class operate below 43 miles per hour, but in the event that class 0 trains operate in excess of 43 miles per hour in section JK, then signal CS is controlled to display its brake next aspect.

The above-mentioned speed control of signal CS is established for the train in section JK through the medium of device ES and selector lever SL in the following manner. With relays DB2 and DB1 picked up, if the train is operating in section J K at a speed less than 43 miles per hour, a circuit is established from terminal B through front contact 36 of relay DRI, back contact 38 of relay DRI, front contact 39 of relay DRE, speed responsive element l8 of device ES, contact segment 34, terminal wire 43, wir 4| and the filament of signal unit Li of signal CS to.

terminal C. If, however, the train operates in section JK at a speed in excess of 43 miles per hour, then a circuit similar to the circuit just traced is completed up to speed responsive element 18 of device ES, and then passes from speed responsive element It] through contact segmentv 35, terminal wire 44, contact element 64 of lever SL (which connects together terminal wires 44 and 43 in the a position of the lever) or contact element l2 of lever SL (which connects together terminal wires 44 and 43 as Well as terminal wires 45, 46, 41 and 48 in the b position ofthe lever), terminal wire 43, wire 4|, and the filament of signal unit LI of signal CS to terminal C; or from speed responsive element l8 through contact segment 35, terminal wire 44, contact element" of leverSL (which engages terminal wire 44 in the 0 position of the lever), jumper wire 6|, contact element 8| of lever SL (which engages terminal wire55 in the 0 position ofthe lever), terminal Wire 55, wire 63, and the filament of signal unit L2 of signal CS to terminal C. It is readily apparent, therefore, that signal CS is controlled to display its clear aspect to trains of classes a and b in section JK irrespective of the speed of such trains; and that such signal is controlled to display its clear or brake next aspect to class 0 trains according as such trains are operating at a speed below or in excess of 43 miles per hour. The class a 0 trains are signaled in a manner which differs from the other classes of trains since the braking-distance curve for class 0 trains (see Fig. 1) indicates that braking will be If, now, the train is traversing section H-J so that relays DB3 and DR'I are picked up in response to the form of energy picked up from the rails of such section, then class a trains are provided with clear or with brake next aspects according as such trains are operating less than or in excess of 73 miles per hour, class b trains are provided with clear aspects irrespective of speed; and class 0 trains are provided with clear, brake next" or brake indications according as such trains are operating in the 034, 34-43, or 43-maximum miles per hour speed ranges, respectively.

The above-mentioned control of the various aspects displayed by signal CS is established in accordance with the speed of the train in section H-J and the position of selector lever SL by virtue of the cooperation of device ES, and lever SL in setting up one or another of a plurality of control-circuits which have the following circuit elements in common; terminal B, front contact 36 of relay DR'I, back contact 38 of relay DRI, backcontact of relay DRZ, front contact 86 of relay DB3 and speed responsive element of device ES, but which circuits extend from element I! to signal CS and to terminal C through one or another of a plurality of branch circuit paths controlled by the speed of the train and by the position of lever SL.

With lever SL in its a position and the train operating in section II- J at a speed less than 73 miles per' hour, a first branch circuit path is established for illuminating unit LI of signal CS irrespective of the particular one of the contact segments 30, 3| or 32 of device ES that is engaged by element since, as is readily apparent from an inspection of Fig. 2, terminal wires 46 and 41., which are connected respectively to contact segments 3| and 32 of device ES, are connected by contact element 65 of lever SL to terminal wire 45, and terminal wire 45 not only isvice ES, terminal wire 48, contact element 66 ofconnected to the other terminal wires 46, 4! and 48 and also is connected through wire 4| to unit LI and to terminal C. When selector lever SL is moved to its position, a first branch path may be established for unit Li of signal CS extending from element I! through contact segment 30 of device ES, terminal wire 45, wire 4!, and unit LI to terminal C; a second branch path may be.

established extending from element I? through contact segment 31 of device ES, terminal wire 46, contact element H of lever SL, jumper wire 6|, contact element 8! of lever SL, terminal wire 55, wire 63 and unit L2 to terminal C; ora third branch path may be established from element I I through contact segment 32 or 33 and its associated terminal wire 41 or 48, respectively, contact element 18 of lever SL, jumper wire 83, contact element 82 of lever SL, terminal wire 53, wire 42 and unit L3 of signal OS to terminal C.

From the foregoing, it is readily apparent that speed responsive element ES and selector lever SL cooperate in governing the circuits controlling signal OS to signal trains operating in section HJ in accordance with the class of train signaled and the speed at which such train operates. It is further apparent that the control of the aspects displayed by signal CS to each of the three classes of trains is determined in accordance with the braking-distance curves represented in Fig. 1 for the particular class of train signaled. Thus, class a trains are provided with a clear indication in section HJ when such trains operate at a speed less than 73 miles per hour since it can be seen from an inspection of curve a of Fig. 1 that no braking is necessary at this speed in the block being traversed or the block next in advance, but such trains are provided with a brake next aspect in section HJ when such trains operate at a speed in excess of 13 miles per hour, this aspect being displayed to indicate that the train is operating in the section at a speed in excess of that permitted at the exit end of the section next in advance so that if such speed is continued, a brake application will be necessary in the advance section. Class b trains are provided with clear aspects irrespective of speed since their braking-distance curve (see Fig. 1) indicates that no braking is necessary in the section being traversed or in the section next in advance. Class 0 trains are provided in section HJ with a brake aspect when such trains operate at a speed in excess of 43 miles per hour since such speed is in excess of the speed permitted in such section by the braking-distance curve for such train; are provided with a brake next aspect when such trains operate in the 34-43 miles per hour speed range since curve 0 of Fig. 1 indicates that class 0 trains operating in that speed range will be required to brake in the section next in advance so that the speed may be reduced to below 34 miles per hour in the next section; and are provided with clear aspects in the event such trains operate in the 0-34 mile per hour range since it is apparent from an inspection of curve c that no braking will be required at that speed by class 0' trains in the section being traversed and in the section next in advance.

Similarly, when a train is traversing section G-H and picks up the form of trackway energy from the rails which causes relays DB4 and DR! to be energized, then class 0!. trains are provided with a clear, brake next or brake aspect according as such trains are operating in the 0-53, 53-73 or '73-maximum miles per hour speed ranges, respectively; class b trains are provided with a clear or a brake next aspect according as such trains are operating less than or in excess of 32 miles per hour; and class 0 trains are provided with clear, brake next or brake aspects according as such trains are operating in the 0-22, 22-34, or over 34 miles per hour speed ranges, respectively. This control of the aspects of signal CS is established by the setting up of one or another of a plurality of circuits each of which includes the following circuit elements in common; terminal B, front contact 35 of relay DR'I, back contact 38 of relay DRI, back contact of relay DB2, back contact 81 of relay DR3, front contact 88 of relay DB4 and speed responsive element l6 of device ES, but which circuits traverse individual branch paths governed jointly by the speed of the train and by the position of lever SL and extending from element l6 through signal CS to terminal C.

When lever SL is in its a position and the train operates in section G--H at a speed less than 53 miles per hour, a first branch circuit path is established for unit L! of signal CS,' This branch path includes terminal wire 49, which is connected through wire 4| to unit LI and to terminal C, hence it is apparent from an inspection of Fig. 2 that since terminal wire 49 is connected to contact segments 24, 25, 25 and 21 of device ES (being connected directly to contact segment 24 and being connected to the other contact segments through the medium of contact element 81 of lever SL and terminal wires 50, 5| and 52 connected to contact segments 25, 26 and 21, respectively), this first branch path is established whenever contact segment 24, 25, 26 or 21 is engaged by element l6 of device ES and lever SL is in its w position. A second branch path is established when the train operates in a 53-73 miles per hour speed range, this circuit path extending from element l6 through contact segment 28 of device ES, terminal wire 53, contact element 68 of lever SL, jumper wire 60, contact element 10 of lever SL, terminal wire 55, wire 63 and unit L2 of signal CS to terminal C. In the I3-maximum speed range, a third branch path is completed which extends from element l6 through contact segment 29 of device ES, terminal wire 54, contact element 69 of lever SL, jumper wire 62, contact element H of lever SL, terminal wire 58, wire 42 and unit L3 of signal CS to terminal C.

When selector lever SL is in its 1) position, contact element 13 of lever SL connects terminal wire 50 to terminal wire 49 so that whenever element It engages either contact segment 24 or 25 of device ES, a circuit path is established extending from element l6 and passing through terminal wire 49, wire 4| and unit Ll of signal CS to terminal C. Whenever element [6 engages contact segment 25, 26, 21 or 28, however, another circuit path is established since contact element 14 of lever SL connects terminal wires 5|, 52, 53 and 54 (connected respectively to the named contact segments of device ES) to terminal wire 55, which wire is connected through wire 63 to unit L2 of signal CS and to terminal C.

When selector lever'SL is operated to its position, a first circuit path may be completed extending from element [*3 through contact segment 24 of device ES, terminal wire 42, wire 41 and unit L! of signal CS to terminal C. Another circuit path may be completed extending from element lfithrough contact segment 25 or 26 and its associated terminal Wire or 5!, respectively, contact element 12 of lever SL, jumper wire 6|, contact element 8! of lever SL, terminal wire 55, wire 53 and unit L2 of signal CS to terminal C. A still different circuit path may be established from element is throughcontact segment 2?, 28 or 29 of device ES, terminal wire 52, 53 or 54, contact element 32 of lever SL, jumper wire 83, contact element 82 of lever SL, terminal wire 58, wire =52 and signal unit L3 to terminal C.

From the foregoing detailed tracing of the plurality of circuits one or another of which is set up when the train occupies section G--f-I, it is readily apparent that the selector lever SL and speed responsive device ES cooperate to selectively control the aspects displayed by signal CS in the manner set forth hereinbefore. The utility and meaning of these various aspects provided for the several classes of trains in section G--H are believed to be readily apparent fro-m the foregoing description of the utility and meaning of the corresponding aspects provided for the train in section HJ. 7

If a train traverses section FG so that relays DB5 and Dl'tl are picked up in response to the form of trackway energy received from the rails, then class a trains are provided with brake next or brake aspects according as such trains are travelling in the 0-52 or 52- maximum miles per hour speed range; class I) trans are provided with brake next or brake aspects according as such trains are travelling in the 0-32 or 32-maximum miles per hour speed range; and class 0 trains are provided with brakernext or brake aspects according as such trains operate in the 0-22 or 22-maximum miles per hour speed range. Signal CS is caused to display the above-mentioned aspects to trains in section FG by virtue of the cooperative action of device ES and selector lever SL in selectively completing one or another of a plurality of circuits all of which have the following circuit elements in common; terminal B, front contact 36 of relay DRl, back contact 38 of relay DB5, back contact 85 of relay DRE, back contact til of relay DRE, back contact 89 of relay DB4, front contact at of relay DB3 and speed responsive element l5 of device ES, but which circuits are selectively completed over branch circuit paths controlled jointly by device ES and lever SL and extending from element :5 through signal CS to terminal C.

When selector lever SL is in its a, position and the train traverses section F--G at a speed below 52 miles per hour, a circuit path is completed for unit L2 of signal CS. This circuit path includes terminal wire 55, which is connected through wire 53 to unit L2 of signal CS and to terminal C, and it follows that since terminal wire '55 is connected directly to contact segment 28 of device ES and is connected to contact segments 2| and 22 of device ES through the medium of contact element 19 of selector lever SL and terminal wires 56 and 5?, which wires are in turn connected to contact segments 2| and 22, such circuit path is completed whenever element of device ES engages contact segment 21], 2|

"or '22 of device ES. When the train operates at a speed in excess of 52 miles per hour, a branch circuit path is completed extending from element l5 through contact segment 23 of device ES, terminal wire 58, wire 22 and unit L3 of signal CS to terminal C.

If lever SL is in its '1) position and the train traverses section FG at a speed below 32 miles per hour, a circuit path is completed extending from element [5 of device 'ES through contact segment 29 of device ES and terminal wire 55 to wire '63, or through contact segment 21 of device ES, terminal wire 56, contact element M of lever SL and terminal wire 55 to wire 63, through wire 63 to unit L2 of signal CS and to terminal C. If, however, the train operates at a speed in excess of 32 miles per hour, then a circuit path is completed for unit L3 of signal CS, this path including terminal wire 58, wire 42, unit L3 and terminal C, and since terminal wire 58 is connected directly to contact segment '23 of device ES and also is connected to contact segment 22 of device ES through contact element l5 of lever ES and terminal Wire 57, it can be seen that this circuit path is completed whenever either contact segment 22 or 23 is engaged by element l5.

In the event that lever SL is in its 0 position While the train traverses section F-G at a speed below 22 miles per hour, a circuit path is completed extending from element l5 through contact segment 20 of device ES, terminal wire 55, wire 63 and unit L2 to terminal C. However, if the train operates at a speed in excess of 22 miles per hour, a circuit path is completed for unit L3 of signal CS, this path including terminal wire 58, wire 42, unit L3 and terminal C. As is readily apparent from an inspection of Fig. 2, terminal wire 58 is connected directly to contact segment 23 of device ES and is connected also to contact segments 21 and 22 of device ES through the medium of contact element 82 of lever SL and terminal wires 56 and 51, respectively, and it follows that the mentioned circuit path of unit L3 of signal CS is completed wehenver a class 0 train operates in section FG at a speed in excess of 22 miles .per hour so that element 15 engages contact segment 2l, 22 or 23.

From the foregoing detailed tracing of the plurality of circuits one or another of which is established when a train traverses section F-G, it can'be seen that the particular aspect that is displayed by signal OS to a train is determined both by the speed at which the train is, operating and also by the position of the selector lever SL. It should be noted that the least restrictive aspect displayed the trains in section FG is the brake next aspect since all trains irrespective of class should be prepared for a brakeapplication in the section next in advance in order to bring such trains to a stop in such block short of the occupied block.

In section E-F, all trains irrespective of class are provided with a restricting aspect by vir-,-. tue of an energizing circuit which may be traced from terminal B through front contact 36 of relay DRI, back contact 38 of relay DRI, back contact 85 of relay DRZ, back contact 8'! of relay DB3, back contact 89 of relay DRA, back contact 9| of relay DRE, front contact 92 of relay DB6 andthe filament of signal unit L4 of signal CS to terminal C. This aspect is common to all classes of trains since each train should be prepared to stop short of the entrance of the next block.

If'a train follows another train in a block,

aziao then the trackway energy is shunted away Irom the following train and all decoding relays carried thereby are released so that irrespective of class all following trains in an occupied block are provided with a stop aspect by virtue of an energizing circuit which extends from terminal B through back contact 93 of relay DB1 and the filament of signal uint L5 pof signa l CS to terminal C. This aspect is common since all following trains are required to proceed with care and should be prepared to stop short of the preceding train in the block. V I r From the foregoing, it is readily apparent that apparatus embodying my invention provides means whereby the signal aspects provided for each of several different classes of trains operating on a trackway may be adjusted totheparticular braking characteristics ofeach of the several classes and to the speed at which trains of such classes operate. It follows, therefore, that the spacing of trains one; stretch of track may be adjusted to the braking characteristics of each individual train and need not be adjusted to the braking requirementsof the class of trains most difiicult to stop, so that as a result the capacity of the track may be materially increased. 7 While I have assumed specific values ior different speeds and braking distancesand have assumed a classification ,of trains based upon certain illustrated braking-distance curves, it is to be understood that such values, classes and curves havebeen selected merely for the purpose of illustration and that-in practicingmy invention the braking-distance curves and classes of trains may be selected to conform within limits, of course, to the particular conditions desired. r

In addition, it should be understood that while my invention has been described in connection with a signaling system wherein-five indications are utilized to control trafiic over sectionssix blocks in the rear of an occupied section, the scope of my inventionis in no way limited to such system but embraces systems employed to controlany number of indications (preferably three or more) controlling trafiic in four or more blocks in the rear of an occupied section. t I

Although I have herein shown and described only one form of railwaytrafiic controlling apparatus embodying my -invention, itis to be understood that various changes and modifications may be made therein within the scope'of the appended claims without departing from the spirit and scope of my invention. V

, Having thus described my invention, what I claimis: p

1. Railway trafiic controlling apparatus of the type adapted to be employed in conjunction with a stretch of trackway to the rails of which is supplied one or another of a plurality of different forms of trackway energy in accordance :with traffic conditions in advance, comprising the combination with train-carried means for receiving energy from the track rails and control means operated by energy supplied from said receivin means and selectively responsive to each of said different forms of trackway energy of a traincarried multiple indication signal having a clear indication and a plurality of restrictive indications, circuit means controlled by said control means for selectively controlling said signaL'and a multiple position manually operable selector lever having contacts interposed,injsaid'circuit means and effective to condition said signal to display a restrictive indication at one or another of apl ra v of. d stan s'in t e rearof adaneer condition 'on the trackway according as said selector lever is in one or another of its positions. 2. Railway traflic controlling apparatus of the type adapted to be employed in conjunction with a stretch of trackway to the rails of which issupplied one or another of a plurality of difierent forms of trackway energy inaccordance with traflic conditions in advanceicoin'prising the combination with train-carried means for receivin energy from the rails of the trackway and control means operated by energy received by said receiving meansfana selectively responsive to each of Tsaid different forms of trackway energy, of a traiii carried governing device having a plurality of distinctive control conditions including a clear andla restrictive i condition, circuit means controlled by said control means for controlling said governing device to one or another of its said plurality of control conditions in accordance with the form of'trackway energy received from the track rails, and train-carried selecting means having'a plurality or conditions oneiforleach of a plurality of'cl a'sses of trains arranged according to braking characteristics and manually adjustable to selectively determine which ofsai d plurality of control conditions of said governing device shall becontrolled byj'said control means in response to each'forni of trackwayfenergy for controlling "in accordance with the condition of said'selecting' means the distance in therear of another train on thes'tre't'ch that said signaldisplays its restrictive indication in order: that the spacing of trainson said stretch 'may be adjusted to theparue ar' brakingcharacteristics of the class of train tdvvhich the signal is assigned to control.

3. Railway traffic controlling apparatus of the type adapted-to be employedin conjunction with a stretch of trackway to t lie rails of which is suppned'one' or another of a plurality of different 'forms'of trackway energy in accordance with traffidconditions'j on said stretch}, comprising the combination with train 'carried means for receiving'energy from the'track' rails and a traincarried governing device having a plurality of difieren't control conditionsincludinga clear and a restricting condition, ofcontrol means operated by energy'suppliedfromsaid receiving means and selectively responsive to each of said different forms of trackway energy, circuit controlling means responsive to the speed'o'f the train, circuit means controlled jointly by said trackway energy responsive control means and by said speed responsive control means for controlling said governing'device to its clear or its'restricting condition. in accordance with theform of trackway energy received from the track rails and the speed of the train, and selecting means manually operable to one or another of a plurality of conditions one for each of a plurality of classes of trains arranged according to certain characteristics, said selecting'means having means controlled in accordance with the position of said selecting means formodifying the control exerted over said governing device by said circuitmeans to cause the distance in the rear of danger condition on the trackway that a restrictive indication of said governing device is displayed to be varied in accordance with certain characteristic features of the different classes of trains. V

4 Railway trafiic controlling apparatus of the class whereintrain-carried trackway energy responsive means i selectively controlled in response to trackway energyof one or another of a plurality of different forms of energy received from the trackway and said energy responsive means selectively controls in accordance with the form of the received trackway energy one or an other of a plurality of circuits one for each of a plurality of control units of a train-carried visual signaling device, said signaling device having a clear and a restrictive indication, characterized by the fact that there is combined with said trackway energy responsive means a manually adjustable selector lever having a plurality of selecting positions and having means controlled in accordance with the position of said selector lever for modifying the control established by said energy responsive means over the circuits of said signaling device to condition said signaling device to display its restrictive indication for one or another of a plurality of distances on the stretch according as said selector lever is in one or another of its plurality of selecting positions.

5. Railway trafiic controlling apparatus of the class wherein train-carried trackway energy responsive means is selectively controlledin response to trackway energy of one or another of a plurality of diiierent forms of energy received from'the trackway and said energy responsive means selectively establishes in accordance with the form of the received trackway energy one or another of a plurality of circuits one for each of a plurality of control units of'a train-carried visual signaling device, said signaling device having a clear and a restrictive indication, characterized by the fact that said circuits of said signaling device are carried through contacts operated by an adjustable selector having a plurality of selecting positions and further that the contacts of said selector are selectively interposed into or cut out of one or another of said circuits according as said selector is in one or another of its'plurality of selecting positions whereby to condition said signaling device to display its restrictive indication for one or another of a plurality of distances in the rear of another train on the stretch according as said selector is in one or another of its plurality of selecting positions.

6. Railway trafiic controlling apparatus of the class wherein train-carried trackway energy responsive means is selectively controlled in response to trackway energy of one or another of a plurality of different forms of energy received from the trackway and said energy responsive means selectively establishes in accordance with the form of the received trackway energy one or another of a plurality of circuitsone for each of a plurality of indications of a train-carried visual signaling device, said signalingdevice having a clear and a restrictive indication, characterized by the fact that said circuits of said signaling device are carried through contacts operated by an adjustable selector having a plurality of selecting positions one for each of a plurality of different classes of trains arranged according to certain characteristics and further that the contacts of said selector are selectively interposed into one or another of said circuits according as said selector is in one or another of it plurality of selecting positions to condition said'signaling device to display its restrictive indicaton for one or another of a plurality of distances in the rear of a danger condition in the stretch and thus signal each of said classes of trains in a different manner.

7. Railway trafiic controlling apparatus of the class wherein train-carried trackway energy responsive means is selectively controlled in 'response to tra'ckw-ay energy of one or another of a plurality of different forms-of energy received from the trackway and said energy responsive means selectively establishes in accordance with the form of the received trackwayenergy one or another of a plurality of circuits one for each of aplurality of indications of a train-carried Visual signaling device, said signaling device comprising a clear and a restrictiveindication characterized by the fact that there is combined with said trackway energy responsive means a manually adjustable selector lever having a plurality of positions one for each of a plurality of different classes of trains arranged accordingto' certain characteristics and said selector lever having contacts through which said circuits are carried and which contacts are selectively interposed into said circuits in accordance with the position of said lever for controlling the distance in the rear of another train on the stretch that said signaling device displays its clear indication; v

8. Railway trafiic controlling apparatus of the class wherein train-carried trackway energy responsive means is selectively controlled in response to trackwayenergy of one or another of a plurality of different forms of energy received from the trackway and said energy responsive means selectively establishes in accordance with the form of the received trackway energy one or another of a plurality of circuits one for each of a plurality of indications of a train-carried visual signaling device, said signaling device comprising a clear and a restrictive indication,-characterized by the fact that there is combined'wit-h said trackway energy responsive means an adjustable selector lever having a plurality of positions one for each of a plurality of different classes of trains and having contacts through which said circuits are carried and which contacts are selectively interposed into or cut out of said circuits in accordance with the position of said lever for varying the distances in the rear of another'train on the stretch that said signaling device displays its restrictive indication, whereby to enable each of said different classes of trains to'be signaled in a manner which difiers from the other classes and is dependent upon the position of said selector lever.

9, Railway trafiic controlling apparatus of th type adapted to be employed in conjunction with a stretch of trackway to the rails of which is supplied one or another of a plurality of different forms of trackway energy in accordance with traflic conditions in advance, comprising" the combination with train-carried means for receiving energy from the rails of the trackway and control means operated by energy received by said receiving-means and selectively responsive to each of said different form of trackway energy, of atrain-carried governing device having a plurality of distinctive control conditions including a clear and a restrictive indication, circuit means controlled by said control means for controlling said governing device to one or another of its said plurality of control'conditions in accordance with the form of trackway energy received from the track rails, and train-carried selecting means adjustable for selectively controlling the distances in the rear of another train in'the stretch that said governing device displays its restrictive'indication in response to each form of trackway energy, whereby to enable each ofsaid plurality of forms of trackway energy to control said governing device in a differp ent mannerdetermined by the condition of said selecting means for adjusting the condition to which said governing device is controlled by each of said forms of trackway to the particular characteristics of difierent classes or types of trains.

10. Train-carried apparatus of the type adapted to be controlled by control influences continuously transmitted from the rails of a trackway, comprising a train-carried governing device having a plurality of distinctive conditions including a clear and a restrictive condition, means receiving energy from the rails of said trackway and selectively responsive to each difierent form of trackway energy received from the track rails, means responsive to the actual speed of the train, other means responsive to the combined action of both said energy responsive and speed responsive means for controlling said device to one or another of its said distinctive conditions, and means on said train for selectively controlling the distances in the rear of another train on the stretch that said device is controlled to its restrictive condition by combined action of said energy responsive means and said speed responsive means, whereby the condition to which said device is controlled may be varied to conform to the different characteristic features of difierent trains.

ll. Train-carried apparatus of the type adapted to be controlled by trackway energy continuously transmitted from the rails of a trackway, comprising a train-carried governing device having a plurality of distinctive control conditions including a clear and a restrictive condition, means operable by energy received from said trackway and selectively responsive to each difierent form of energy received from the trackway, circuit controlling means selectively responsive to difierent ranges of speed of the train, circuit means controlled jointly by both of said means for controlling said device to one or another of its said plurality of distinctive conditions, and other circuit controlling means operable to one or another of a plurality of conditions for selectively controlling the distances in the rear of another train on the stretch that said device is controlled to its restrictive condition by the combined action of said energy responsive and speed responsive means, whereby the condition to which said device is controlled in response to each difierent form of trackway energy and to each range of train speed may be varied to conform to the varying braking conditions of different classes of trains.

12. The apparatus of claim 4 further characterized by the fact that there is interposed in certain of the control circuits of the signaling device contacts of a speed controlled member responsive to the speed of the train whereby the control established by the trackway energy respo'nsive means is modified jointly by the position of the selector lever and by the speed of the train.

13. The apparatus of claim 10 further characterized by the fact that there is combined with said trackway energy responsive means and said selector lever a speed responsive device having a plurality of contacts selectively closed in accordance with the speed of the train and which contacts are selectively interposed into or cut out of the circuits of said signaling device in accordance with the speed of the train whereby toenable each of said classes of trains to be signaled in a manner that differs from the other classes and is dependent jointly upon the position of the selector lever and upon the speed at which the train is operating.

14. The apparatus of claim 10 further characterized by the fact that there is combined with said trackway energy responsive means and said selector lever a speed responsive device having a plurality of contacts selectively closed in accordance with the speed of the train and which contacts are selectively interposed into or cut out of one or another of the plurality of circuits of said signaling device in accordance with the speed of the train for modifying the control exerted by said trackway energy responsive means over said signaling device in response to each of said plurality of forms of trackway energy whereby to control said signaling device jointly in accordance with the form of trackway energy received from the trackway and the position of said selector lever and the speed of the train.

15. Train carried. apparatus for use with a stretch of railway trackway divided into successive adjoining track sections supplied with track circuit current having one or another of a plurality of characteristics depending upon traflic and/or track conditions in advance, comprising the combination with means carried on a train for receiving track circuit current and control means energized thereby and selectively responsive to the characteristicsof such received current, of a trailic controlling signal having a clear and a plurality of restricting indications, a selector device having a plurality of conditions one for each of a plurality of classes of trains arranged according to braking characteristics, and a plurality of circuits for said signal selectively controlled by said control means in accordance with the characteristic of the received track circuit current to cause said signal to display restrictive indications for a different number of track sections in the rear of an occupied section dependent upon the braking characteristics of the class of train signaled as determined by the condition of said selector device.

JOHN W. LOGAN, JR.

/ r CERTIFICATE OF CORRECTION. Patent No 2,2l 9,o15. July 1 19in.

JOHN w. LOGAN, JR.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page ll, first column, line 21, -claim 10, after the word "by" insert -the line 21+, same claim, for" conform to the" read --conform to; and second column, lines 5 and 17, claims 15 and lit respectively, for the claim reference numeral "10" read '--8--; and that the said Letters Patent should. be read with this correction therein that the e may conform to the record of the case in the Patent Office.- v r Signed and sealed this 2nd day of September, A. p, 19L 1.

, Henry Van Arsdale, (Seal) Acting Commissioner of Patents. 

